Vehicle operational diagnostics, condition response, vehicle pairing, and blind spot detection system

ABSTRACT

A vehicle operational diagnostics and condition response system includes at least an axle supporting a vehicle frame, a suspension disposed between and secured to each the vehicle frame and the axle, a load detection device interacting with the suspension and communicating with a system controller, wherein the system controller is supported by the vehicle frame, and a vehicle pairing circuit, the vehicle pairing circuit interacting with the system controller. The vehicle pairing circuit activated by the system controller in response to load detection data received by the system controller from the load detection device.

FIELD OF THE INVENTION

The present invention relates to the field of tire pressure maintenance.More particularly, the present invention relates to: the management oftire pressure of tires supporting semi-tractors and semi-trailers, evenwhile the tractor trailer pair are traveling along a roadway; and to theelectronic pairing of semi-tractors to semi-trailers.

BACKGROUND OF THE INVENTION

As tire inflation systems become adopted for broader uses, reliabilityand ease of maintenance, as well as an ability to manage under inflatedas well as over inflated tires, as well as overall tractor-trailerdiagnostics, condition response, and system pairing have emerged asimportant demands from the industry, accordingly improvements inapparatus and methods of installing tire inflation systems, diagnostics,and system response techniques are needed and it is to these needs thepresent invention is directed.

SUMMARY OF THE INVENTION

In accordance with preferred embodiments, a vehicle operationaldiagnostics and condition response system includes at least an axlesupporting a vehicle frame, a suspension interposed between and securedto each the vehicle frame and the axle, a load detection deviceinteracting with the suspension and communicating with a systemcontroller, wherein the system controller is supported by the vehicleframe, and a vehicle pairing circuit, the vehicle pairing circuitinteracting with the system controller. The vehicle pairing circuitactivated by the system controller in response to load detection datareceived by the system controller from the load detection device. Theseand various other features and advantages that characterize the claimedinvention will be apparent upon reading the following detaileddescription and upon review of the associated drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention is illustrated by way of example and notlimitation in the figures of the accompanying drawings, in which likereferences indicate similar elements and in which:

FIG. 1 is a partial perspective view of a rotary union assembly of thepresent novel tire pressure management system shown secured to an outerwheel of a pair of tractor trailer tires mounted on a stationary axle.

FIG. 2 is a sectional side view of the rotary union assembly of thepresent novel tire pressure management system and associated axlespindle.

FIG. 3 is bottom plan view of the rotary union assembly of the presentnovel tire pressure management system.

FIG. 4 is a cross-sectional side view of the rotary union housing, airlines and associated seals preferably employed by the present novel tirepressure management system.

FIG. 5 is a cross-sectional side view of an alternate rotary unionassembly of the present novel tire pressure management system and itsassociated bearings and bearing spacer.

FIG. 6 is a view in perspective of a push to connect fluid fitting ofthe rotary union assembly of FIG. 1.

FIG. 7 is a side elevation view of a pair of push to connect fluidfittings of the present novel tire pressure management system of FIG. 1.

FIG. 8 is a cross-section view of the rotary union housing of analternative rotary union assembly of the present novel tire pressuremanagement system showing an anti-rotational means.

FIG. 9 is a cross-section view of the rotary union housing of thealternative rotary union assembly of FIG. 8, of the present novel tirepressure management system showing an alternate anti-rotational means.

FIG. 10 is a block diagram of the present novel tire pressure managementsystem of FIG. 1.

FIG. 11 is a cross-sectional side view of the rotary union housing, airlines, bearing sleeve, and associated seals preferably employed by thepresent novel tire pressure management system.

FIG. 12 is a side view in elevation of a rotary union housing formedfrom a polymer, and providing a threaded insert molded into the polymerrotary housing.

FIG. 13 is a top plan view of a pressure equalization structure of FIG.11.

FIG. 14 is a side view in elevation of an embodiment of the pressureequalization structure of FIG. 13.

FIG. 15 is a side view in elevation of an alternate embodiment of thepressure equalization structure of FIG. 13.

FIG. 16 is a side view in elevation of an alternative embodiment of thepressure equalization structure of FIG. 13.

FIG. 17 is a bottom plan view of a trailer, featuring a leaf springsuspension.

FIG. 18 is a bottom plan view of a tractor trailer, featuring an air bagsuspension.

FIG. 19 is a partial view in perspective of the trailer of FIG. 17,showing the leaf springs outfitted with strain gauges.

FIG. 20 is a partial view in perspective of the trailer of FIG. 17,showing the leaf springs outfitted with proximity sensors.

FIG. 21 is a partial cutaway a view in elevation of a pressuremanagement controller of the present dynamic wheel management system.

FIG. 22 is a flow diagram of a method of using the present dynamic wheelmanagement system.

FIG. 23 is a flow diagram of a method of producing and using a tirepressure table of the present dynamic wheel management system.

FIG. 24 is continuation of the flow diagram of a method of producing andusing a tire pressure table of the present dynamic wheel managementsystem of FIG. 23.

FIG. 25 is a rear view in elevation of a semi-trailer.

FIG. 26 is a side view in elevation of a flatbed semi-trailer.

FIG. 27 is a perspective view of an axle with accompanying brakeassembly, and bearing of the semi-trailer of FIG. 25.

FIG. 28 is block diagram of a system controller of the semi-trailer ofFIG. 26.

FIG. 29 shows a schematic of a power connector for asemi-tractor/trailer combination.

FIG. 30 shows a view in elevation of a semi-tractor of asemi-tractor/trailer combination with a tractor system control unitsupported by the semi-tractor.

FIG. 31 shows a view in elevation of a semi-trailer of thesemi-tractor/trailer combination with a trailer system control unitsupported by the semi-trailer.

FIG. 32 shows a view in elevation of the semi-tractor/trailercombination, showing the semi-tractor control system communicating withthe semi-trailer control system, which combine to form asemi-tractor/trailer combination pairing system.

FIG. 33 is a side view in elevation of the semi-tractor/trailer and athird semi-trailer attached to the semi-tractor/trailer combination andsupporting a third semi-trailer control system.

FIG. 34 is a perspective view in elevation of the semi-tractor/trailercombination equipped with a blind spot detection system.

FIG. 35 is a top plan view of the semi-tractor/trailer combinationequipped with blind spot detection system of FIG. 33.

FIG. 36 is a rear view in elevation of the semi-tractor/trailercombination showing backup sensors of the obstacle detection system.

FIG. 37 is a flowchart of example operation of various embodiments ofFIGS. 1-36.

DESCRIPTION OF PREFERRED EMBODIMENTS

It will be readily understood that elements of the present invention, asgenerally described and illustrated in the Figures herein, could bearranged and designed in a wide variety of different configurations.Referring now in detail to the drawings of the preferred embodiments,the rotary union assembly 10 (also referred to herein as assembly 10,and rotary union 10) of the first preferred embodiment, while useable ona wide variety of movable vehicles employing stationary axles forautomatically maintaining the inflation pressure of the pneumatic tiresthereon, is particularly adapted for use on tractor trailers.Accordingly, the assembly 10 of the first preferred embodiment will bedescribed in conjunction with a pair of adjacent vehicle tires 12 and 14mounted on a stationary tractor trailer axle 16 (also referred to hereinas trailer axle 16, and axle 16). While identical rotary unionassemblies 10 are provided at the end of each axle on the trailer tomaintain the inflation pressure of the tires carried thereby, in each:the preferred embodiment; the alternate preferred embodiment; and thealternative preferred embodiment, reference will be made to only onesuch assembly and the pair of tires it services.

Preferably, the trailer axle 16 which carries tires 12 and 14 is sealedand functions as a source for pressurized fluid, else houses an airsupply line 18 to supply air to the rotary union assembly 10. A fluidsupply line 20 preferably provides air under pressure to the interior ofthe axle 16, else to an air supply line 18, from the conventional aircompressor on the tractor via a standard pressure protection valve andcontrol box (not shown) to pressurize the axle 16, else to pressurizethe air supply line 18, at the cold tire pressure of the trailer tires.FIG. 1 further shows that the axle 16 supports an axle plug 22, which inturn supports a push to connect fluid fitting 24. Preferably, the pushto connect fluid fitting 24 is attached to and in fluid communicationwith a fill tube 26, which in a preferred embodiment is a flexible filltube 26. Preferably, the flexible fill tube 26 is connected to a fluidconduit 28, which supplies pressurized air to the rotary union assembly10. Preferably, the flexible fill tube 26 is secured to the fluidconduit 28, by a compression fitting 30. As those skilled in the artwould know, a compression fitting, or alternate mechanical means, couldserve the function of the push to connect fluid fitting 24.

In a preferred embodiment, the rotary union assembly 10 is mounted to ahubcap 32, from an exterior 34 of the hubcap 32, and providespressurized air, by way of an air delivery channel 36, to tire pressurehose fittings 38 that are secured to tire pressure hoses 40. Each tirepressure hose 40 supplies the pressurized air to tire valve stems 42 oftires 12 and 14. Preferably, the rotary union assembly 10 provides aremovable seal access cover 44, which mitigates escapement ofpressurized fluid from the air delivery channel 36, the tire pressurehoses 40, and the tires 12 and 14.

As seen in FIGS. 2 and 3, the fluid conduit 28 provides a downstream end48 and an upstream end 46, and the rotary union assembly 10 furtherpreferably includes a pair of bearings 50, in which each of the pair ofbearings 50 provides an inner race and an outer race. In a preferredembodiment, a first bearing 52, of the pair of bearings 50, is adjacentthe downstream end 48, of the fluid conduit 28, while the second bearing54, of the pair of bearings 50, is adjacent the upstream end 46, of thefluid conduit 28.

FIG. 2 further shows that in a preferred embodiment, the rotary unionassembly 10, further includes a pair of fluid seals 56, with a firstfluid seal 58, is preferably disposed between the first bearing 52, andthe downstream end 48 of the fluid conduit 28, while the second fluidseal 62, of the pair of fluid seals 56, is preferably disposed betweenthe second bearing 54, and the upstream end 46, of the fluid conduit 28.In a preferred embodiment, the second fluid seal 62 mitigates transferof an environment contained within an interior 64, of the hubcap 32,from entry into the pair of bearings 50.

FIG. 2 further shows that in a preferred embodiment, each of the pair offluid seals 56 (58 and 62), provide a base portion (66 and 68respectfully), and the rotary union assembly 10, further includes: afirst fluid seal restraint 70, which is disposed between the firstbearing 52, and the base portion 66 of the first fluid seal 58, and inpressing engagement with the external surface 60 of the fluid conduit28; and a second fluid seal restraint 72, which is disposed between thebase portion 68 of the second fluid seal 62, and in pressing engagementwith the external surface 60 of the fluid conduit 28. FIG. 2 stillfurther shows that the rotary union 10, preferably includes a bearingspacer 74, disposed between the first bearing 52 and the second bearing54 of the pair of bearings 50. The bearing spacer 74 provides stabilityof the first and second bearings (52, 54) during the process of pressingthe pair of bearings 50 into a rotary union housing 76, of the rotaryunion assembly 10.

As discussed hereinabove, in a preferred embodiment, the second fluidseal 62, mitigates transfer of an environment contained within aninterior 64, of the hubcap 32, from entry into the pair of bearings 50.However, if the environment within the hubcap 32 elevates in pressure, aspring loaded pressure relief valve 78 (such as a poppet valve), else apressure relief seal 80 (of FIG. 9) also referred to herein as apressure equalization structure 80 (of FIG. 11), confined by an excesspressure collection chamber 82 (which is provided by the rotary unionhousing 76, and is in contact adjacency with the exterior 34, of thehubcap 32, and shown by FIGS. 2 and 3), activates to relieve thepressure present in the pressure collection chamber 82, to atmosphere.That is, when the pressure contained by the pressure collection chamber82 reaches a predetermined pressure level, which in a preferredembodiment is in the range of 5 to 8 PSI.

FIG. 4 shows a preferred embodiment that preferably includes at leastthe rotary union housing 76, supporting and confining the fluid conduit28, within a central bore 84 (also referred to herein as channel 84), ofthe rotary union housing 76. The fluid conduit 28 preferably providesthe downstream end 48 and the upstream end 46. Further shown by FIG. 4is the pair of bearings 50; each of the pair of bearings 50 provides aninner race and an outer race. Each inner race of the pair of bearings50, is in pressing communication with the external surface 60, of thefluid conduit 28, and each outer race of the pair of bearings 50, is inpressing communication with a bore surface 86 (also referred to hereinas wall 86), of the central bore 84, of the rotary union housing 76. Thefirst bearing 52, of the pair of bearings 50, is adjacent the downstreamend 48, of the fluid conduit 28, and the second bearing 54, of the pairof bearings 50, is adjacent the upstream end 46, of the fluid conduit28.

FIG. 4 further shows that in a preferred embodiment, the rotary union 10preferably includes a pair of fluid seals 56, the first fluid seal 58,of the pair of fluid seals 56, engages the external surface 60, of thefluid conduit 28, and is disposed between the first bearing 52, and thedownstream end 48, of said fluid conduit 28. The second fluid seal 62,of the pair of fluid seals 56, engages the external surface 60 of thefluid conduit 28, and is disposed between said second bearing 54, andthe upstream end 46, of the fluid conduit 28. In a preferred embodiment,the first fluid seal 58 provides the base portion 66, and the firstfluid seal restraint 70, which is in pressing contact with the externalsurface 60 of the fluid conduit 28, abuts against the base portion 66,of the first fluid seal 58, to maintain the relative position of thefirst fluid seal 58, adjacent the bore surface 86, of the central bore84; and the second fluid seal 62, provides the base portion 68, and thesecond fluid seal restraint 72, which is in pressing contact with theexternal surface 60 of the fluid conduit 28, abuts against the baseportion 68, of the second fluid seal 62, to maintain the relativeposition of the second fluid seal 62, adjacent the bore surface 86, ofthe central bore 84. In a preferred embodiment, the rotary union housing76 further provides a fluid distribution chamber 88 (also referred toherein as a fluid chamber 88), which is in fluid communication with thedownstream end 48, of the fluid conduit 28. The fluid chamber 88,receives pressurized air from the fluid conduit 28, and transfers thereceived pressurized air to the tires 12 and 14 (of FIG. 1).

FIG. 5 shows that in a preferred embodiment, the hubcap 32 provides anattachment aperture 90. The attachment aperture 90 is preferablydisposed between the interior 64 and the exterior 34, of the hubcap 32.The attachment aperture 90 provides an axis of rotation, which ispreferably substantially aligned with an axis of the axle 16 (of FIG.1). Additionally, the rotary union housing 76 provides at least anattachment member 92, which preferably is in mating communication withthe attachment aperture 90. FIG. 5 further shows that the fluid conduit28 provides a fluid communication portion 94, which extends beyond theattachment member 92, and into the interior of said hubcap 32.

FIGS. 6 and 7 show the push to connect fluid fitting 24, of a preferredembodiment. The push to connect fitting, model No. 1868X4 by EatonWeatherhead, of Maumee, Ohio is an example of a push to connect fittingof the type found useful in a preferred embodiment. FIG. 7 shows that ina preferred embodiment, two push to connect fluid fittings 24, aresecured to the axle plug 22. In a preferred embodiment, one of the pairof push to connect fluid fittings 24 is in fluid communication with theair supply line 18, while the other is in fluid communication with thefill tube 26. FIG. 7 shows that in a preferred alternate embodiment, theaxle plug 22, provides a pressure transfer conduit 96, which is used todisburse pressurized air, which may accumulate in the interior 64, ofthe hubcap 32 (both of FIG. 4), back into the axle housing 16, when theair supply line 18, is utilized to convey pressurized air to the rotaryunion 10 (of FIG. 2).

FIG. 8 depicts an alternate preferred embodiment of the presentinvention, in which the fluid conduit 28, provides the bearing spacer74, and the rotary union housing 76 provides the first fluid sealrestraint 70. Additionally, in a preferred embodiment, the fill tube 26is a flexible fill tube formed from a polymer, such as a polyurethanebased material, else a metallic material, such as a shape memory alloy.FIG. 8 further shows that when the flexible fill tube 26 is connected tothe push to connect fluid fitting 24, an anti-rotational means 98 isincorporated into the rotary union 10. Preferably, the anti-rotationalmeans 98 has a first end 100, and a second end 102. The first end 100 ofthe anti-rotational means 98, is secured to the flexible fill tube 26,adjacent the fluid communication portion 94. The second end 102, of theanti-rotational means 98, connects to the push to connect fluid fitting24. Preferably, the anti-rotational means 98 mitigates rotation of thefill tube 26, when the rotary union housing 76, in conjunction with thehubcap 32, rotates about the fluid conduit 28. By example, but not bylimitation, a coiled spring has been found useful as the anti-rotationalmeans 98, in an alternate example, but not by way of limitation, atorsion bar 104 (of FIG. 9) has been found useful to serve as ananti-rotational means 98. However, as those skilled in the art willappreciate, any of a host of mechanical structures, which serve tomitigate rotation of the fill tube 26, when the rotary union housing 76,in conjunction with the hubcap 32, rotates about the fluid conduit 28may be employed to serve this purpose.

In an alternate preferred embodiment, in addition to the fluid chamber88, the rotary union housing 76, further provides the air deliverychannel 36, which is in fluid communication with, and extending radiallyfrom, said fluid chamber 88, as shown by FIG. 8, the fluid conduit 28,further provides a retention barb 106, protruding from the fluid conduit28, and communicating with an interior surface 108, of said flexiblefill tube 26. The retention barb 106, mitigates an inadvertent removalof said flexible fill tube 26, from the fluid conduit 28. The retentionbarb 106, is preferably positioned adjacent to, and downstream from thecompression fitting 30, as shown by FIG. 9.

FIG. 10 shows a tire pressure management system 110, which preferablyincludes at least a fluid pressure controller 112, which in a preferredembodiment controls the flow of pressurized air into and out of thetires 12 and 14. The source of the pressurized air is a trailer air tank114. The trailer air tank 114, is in fluidic communication with a tirepressure tank 116. The pressurized air from the trailer air tank 114passes through an air regulator 118, and then through an air inletcontrol valve 120, operating under the control of the fluid pressurecontroller 112. In a preferred embodiment, the tire pressure managementsystem 110, further includes at least: an air outlet valve 122, in fluidcommunication with the tire pressure tank 116, and under the control ofthe fluid pressure controller 112; a tire pressure tank pressure gauge124, in fluid communication with the tire pressure tank 116, and inelectronic communication with the fluid pressure controller 112; and anair pressure supply valve 126, in fluid communication with the tirepressure tank 116, and under the control of the fluid pressurecontroller 112. Preferably, the air pressure supply valve 126, suppliespressurized air to, or conversely, receives pressurized air from the airsupply line 18, depending on whether the pressure in the tire (12,14),is above or below a desired pressure level.

In a preferred embodiment, pressurized air that flows into or out of therotary union 10, is modulated by a dual flow control valve 128.Preferably, the dual flow control valve 128, responds to air pressuresupplied by the air supply line 18, by opening a spring loaded valvemember, which allows pressurized air to flow out of the tire (12,14),when the pressure in the tire (12,14), is greater than the air pressurein the air supply line 18. Conversely, the dual flow control valve 128,promotes the flow of pressurized air into the tire (12, 14), when thepressure level within the tire 12, 14 is less than the air pressure inthe air supply line 18.

FIG. 10 further shows that the tire pressure management system 110,further preferably includes a tire pressure monitoring sensor 130,disposed between the dual flow control valve 128, and the tire (12,14),and in electronic communication with the fluid pressure controller 112.In a preferred embodiment, the tire pressure monitoring sensor 130,measures the level of pressure within the tire (12, 14), and relays themeasured pressure level to the fluid pressure controller 112. The fluidpressure controller 112, compares the measured pressure level within thetire (12,14) to a target pressure, maintains the pressure available inthe tire pressure tank 116 at the target level, and directs the airpressure supply valve 126, to release pressurized air to the dual flowcontrol valve 128, which activates to promote either inflation, ordeflation of the tire (12,14), to bring the pressure level within thetire (12,14) into balance with the target pressure level. Once thedesired pressure level within the tire (12, 14) is achieved, as measuredby the tire pressure monitoring sensor, the fluid pressure controller112, directs the air pressure supply valve 126, to disengage.

In a preferred embodiment, the fluid pressure controller 112, operatesboth the air outlet valve 122, and the air inlet control valve 120, tomaintain the pressure within the tire pressure tank 116, at apredetermined pressure level. For example, but not by way of limitation,if the tire pressure of the tires (12, 14) is above the target pressurelevel, the fluid pressure controller 112, will crack open the air outletvalve 122, to allow relief of pressure from the system; and if the tirepressure of the tires (12, 14) is below the target pressure level, thefluid pressure controller 112, will crack open the air inlet controlvalve 120, to allow pressure to build in the system.

FIG. 11 shows a preferred embodiment that preferably includes at leastthe rotary union housing 76, supporting and confining the fluid conduit28, within a central bore 84 (also referred to herein as channel 84), ofthe rotary union housing 76. The fluid conduit 28 preferably providesthe downstream end 48 and the upstream end 46. Further shown by FIG. 4is the pair of bearings 50; each of the pair of bearings 50 provides aninner race and an outer race. Each inner race of the pair of bearings50, is in pressing communication with the external surface 60, of thefluid conduit 28, and each outer race of the pair of bearings 50, is inpressing communication with a bore surface 86 (also referred to hereinas wall 86), of the central bore 84, of the rotary union housing 76. Thefirst bearing 52, of the pair of bearings 50, is adjacent the downstreamend 48, of the fluid conduit 28, and the second bearing 54, of the pairof bearings 50, is adjacent the upstream end 46, of the fluid conduit28.

FIG. 11 further shows that in a preferred embodiment, the rotary union10 preferably includes a pair of fluid seals 56, the first fluid seal58, of the pair of fluid seals 56, engages the external surface 60, ofthe fluid conduit 28, and is disposed between the first bearing 52, andthe downstream end 48, of said fluid conduit 28. The second fluid seal62, of the pair of fluid seals 56, engages the external surface 60 ofthe fluid conduit 28, and is disposed between said second bearing 54,and the upstream end 46, of the fluid conduit 28. In a preferredembodiment, the first fluid seal 58 provides the base portion 66, andthe first fluid seal restraint 70, which is in pressing contact with theexternal surface 60 of the fluid conduit 28, abuts against the baseportion 66, of the first fluid seal 58, to maintain the relativeposition of the first fluid seal 58, adjacent the bore surface 86, ofthe central bore 84; and the second fluid seal 62, provides the baseportion 68, and the second fluid seal restraint 72, which is in pressingcontact with the external surface 60 of the fluid conduit 28, abutsagainst the base portion 68, of the second fluid seal 62, to maintainthe relative position of the second fluid seal 62, adjacent the boresurface 86, of the central bore 84. In a preferred embodiment, therotary union housing 76 further provides a fluid distribution chamber 88(also referred to herein as a fluid chamber 88), which is in fluidcommunication with the downstream end 48, of the fluid conduit 28. Thefluid chamber 88, receives pressurized air from the fluid conduit 28,and transfers the received pressurized air to the tires 12 and 14 (ofFIG. 1). Additionally, the rotary union housing 76 provides at least theattachment member 92, which preferably is in mating communication withthe attachment aperture 90 of the hubcap 32, and further shows that thefluid conduit 28 provides a fluid communication portion 94, whichextends beyond the attachment member 92, and into the interior of saidhubcap 32.

In a preferred embodiment, the rotary union 10 preferably includes abearing sleeve 132, and the bearing sleeve 132, is preferably inpressing contact with the central bore 84, or may be joined to thecentral bore 84, of the rotary union housing 76, by means of the use ofan adhesive, weld, solder, or other mechanical joint techniques, such asthrough an insert molding process.

Preferably, the pair of bearings 50, each provide an inner race and anouter race, each inner race of the pair of bearings 50, is preferably indirect contact adjacency with the external surface 60, of the fluidconduit 28, while the outer race of each of the pair of bearings 50 arepreferably in in pressing communication with the internal surface thebearing sleeve 132. The bearing sleeve may be formed from a, compositematerial; a metallic material (such as, but not limited to brass,aluminum, stainless steel, iron or steel); or from a polymeric materials(such as, but not limited to nylon, Delran™, phenolic, or Teflon™).

As further shown by FIG. 11, an excess pressure collection chamber 82,is provided by the rotary union housing. The excess pressure collectionchamber 82, is preferably adjacent the exterior 34, of the hubcap 32,and serves to accommodate a pressure equalization structure 80. Thepressure equalization structure 80, is preferably disposed within theexcess pressure collection chamber 82, and in contact adjacency with theexterior 34, of the hubcap 32. As is shown in FIGS. 9 and 11, themechanical configuration of the cooperation between the pressureequalization structure 80, and the excess pressure collection chamber 82may take on a plurality of forms.

FIG. 12 shows a side view in elevation of a rotary union housing 76,formed from a polymeric materials (such as, but not limited to nylon,Delran™, phenolic, or Teflon™), and providing a threaded insert 134,insert molded into the polymer rotary housing 76, confined within theair delivery channel 36, and in fluidic communication with the fluidchamber 88.

FIG. 13 shows a top plan view of the pressure equalization structure 80,of FIG. 11. In a preferred embodiment, of the pressure equalizationstructure 80 is a filter material (of metal, fiber, or polymer, such as,but not limited to spun bonded polypropylene) as a top layer, and abottom layer is preferably formed from flashspun high-densitypolyethylene fibers that promotes the transfer of air, while mitigatingthe transfer of dirt and water.

FIG. 14 shows a side view in elevation of a preferred component of thebottom layer 136, of the pressure equalization structure 80, of FIG. 13.While FIG. 15 shows a side view in elevation of a preferred component ofthe top layer 138, of the pressure equalization structure 80, of FIG.13. And FIG. 16 shows a side view in elevation of a combination 140, ofthe preferred bottom layer 136, applied to an external surface of thetop layer 138.

FIG. 17 shows a bottom view of a dynamic wheel management system(“DWMS”) 142, of the present subject matter. In a preferred embodiment,the DWMS 142 includes at least a trailer 143, supported by an axle 144,the axle 144, housing a pressurized fluid, and supported by a tire 146,and a vehicle frame 148, supported by the axle 144. In a preferredembodiment, a suspension 150, is disposed between and secured to eachthe vehicle frame 148, and the axle 144. The suspension may take theform of an air suspension system 152 (of FIG. 18), or a leaf springsuspension 154 (of FIGS. 19 and 20).

In a preferred embodiment the DWMS 142, further include: a pressuremanagement controller 156, supported by the vehicle frame 148, andcommunicating with the tire 146; a load detection device 158 (of FIGS.19 and 20), interacting with the suspension 150, and communicating withthe pressure management controller 156. A further element of thepreferred embodiment is a hubcap 32, (of FIG. 11), which is preferablesupported by the axle 144, and has an interior 64, and an exterior 34.Preferably, the DWMS 142, further include a rotary union 10 (of FIG. 1),axially aligned with the axle 144, and mounted to the hubcap 32, fromthe exterior 64, of the hubcap 32. The rotary union 10, preferablyincluding at least a rotary union housing 76 (of FIG. 6). The rotaryunion housing 76, provides at least a fluid distribution chamber 88 (ofFIG. 6), and a central bore 84. The central bore 84, providing aninternal surface and a portion of the fluid distribution chamber 88.

FIG. 17 further shows a fluid supply tank 158, which preferably receivesa pressurized fluid from a compressor by way of the fluid supply line160. Preferably, the fluid supply tank 160 provided fluid to thepressure management controller 156, by way of a system supply line 162,and power is supplied to the pressure management controller 156 by wayof a power line 164. The pressure management controller 156, preferablymanages a fluid pressure in the tire 146 through use of a fluid line166, which supports a bidirectional fluid flow between the tire 146, andwhen necessitated, relives tire pressure to the atmosphere throughexhaust line 168.

FIG. 17 further shows a system programming device 170, in communicationwith the pressure management controller 156. In a preferred embodiment,but not by way of a limitation, the system programming device 170,provides: an information input/output circuit 172, which is used tocommunicate with the pressure management controller 156; an informationdisplay screen 174, interacting with the information input/outputcircuit 172; and an information input device 176, which may be, but isnot limited to, a keyboard 178, or a memory information device 180, suchas a memory stick.

FIG. 18 shows a bottom view of a dynamic wheel management system(“DWMS”) 142, of the present subject matter. It differs from FIG. 17 inthat it shows an inclusion of a temperature/pressure transducer 182,disposed between, and communicating with, a suspension fluid supply line184, and an air suspension control device 186. The suspension fluidsupply line 184, supplying a fluid to the air suspension control device186, from the fluid supply tank 158.

FIGS. 19 and 20 show the vehicle frame 148, supported by the axle 144 byway of the suspension 154, and a load detection device 158, which asshown by FIG. 19, is preferably a strain gauge secured to a leaf springtype suspension, and as shown by FIG. 20, the load detection device 158is a proximity sensor. The proximity sensor, without limitations, may beselected from inductive, capacitive, magnetic, ultrasonic, andphotoelectric type sensors. In a preferred embodiment, the proximitysensors are secured to the vehicle frame 148, and communicate with theleaf spring suspension.

FIG. 21, shows the pressure management controller 156, which preferablyincludes the temperature/pressure transducer 182, a pair of pneumaticpiston valves 188 and 190. Pneumatic piston valve 188, cooperates with,and is disposed between, a fluid inlet port 192, and a fluid inflate anddeflate port 194 (shown in dashed lines, as the fluid inflate anddeflate port 194 is on an opposite side of a confinement structure 196{also referred to herein as a housing 196}, than is the fluid inlet port192). The fluid inflate and deflate port 194 interacts with the tire 146to either provide fluid to the tire 146, when the tire 146 requiresinflation, or when the tire requires deflation, to maintain the tirepressure at a desired value.

Pneumatic piston valve 190, cooperates with, and is disposed between, afluid exhaust port 198, and the fluid inflate and deflate port 194. Whena deflation of tire 146 is needed to maintain the fluid pressure at adesired level, fluid from the tire 146 flows through the fluid inflateand deflate port 194, and the pneumatic piston valve 190, to the exhaustport 198, where it is released to atmosphere.

FIG. 21 further shows that the housing 196, further houses a controlelectronics assembly 200, which receives input from thetemperature/pressure transducer 182, and utilizes that input, inconjunction control logic loaded into a central processing unit (“CPU”)202 to manage the pressure in the tire 146, to maintain the fluidpressure within the tire 146, at the desired level. In a preferredembodiment, control logic contained within the CPU 202, is provided bythe system programming device 170 (of FIG. 12).

The housing 196, further preferably supports a power/data/controllerarea network (“CAN”) connector 204. The power/data/CAN connector 204,preferably receives power from the power line 164 (of FIG. 12), receivesinput from the system programming device 170, when the systemprogramming device 170 is communicating with the CPU 202, and providesoutput data from the CPU 202 by way of the CAN connection of thepower/data/CAN connector 204.

FIG. 22, is a flow diagram 300, of a method of using the present dynamicwheel management system 142 (of FIG. 17). The method begins at startstep 302, and continues process step 304, at which an axle (such as 16,of FIG. 1) is provided. The axle (such as 144 of FIG. 17), preferablysupported by an frame (such as 148 of FIG. 17), houses a pressurizedfluid, in which the axle itself may confine the pressurized fluid, orthe axle may house an air supply line (such as 18, of FIG. 1) that inturn confines the pressurized fluid. The axle is preferably supported bya tire (such as 146, of FIG. 17. At process step 304, a vehicle frame(such as 148, of FIG. 17) is provided, which in a preferred embodiment,is supported by the axle, and at process step 306, a suspension (such asair suspension system 152 (of FIG. 18), or a leaf spring suspension 154(of FIGS. 19 and 20)) is provided. In a preferred embodiment, thesuspension is disposed between the vehicle frame and the axle.

At process step 310, a pressure management controller (“PMC”) (such as156, of FIG. 18) is provided. In a preferred embodiment, the PMC issupported by the frame and communicates with the tire. While at processstep 312, a load detection device (such as 154, of FIGS. 19 and 20) isprovided. Preferably, the load detection device is supported by theframe, detects changes in the suspension, which is in response to loadsbeing placed in the vehicle, and communicates those changes to the CPU,which is provided in process step 315, and is preferably confined by thePMC. The CPU analyses the communication from the load detection deviceand determines a desired pressure for the tire.

At process step 314, a hub, with a rotary union (such as 10, of FIG. 11)mounted thereto, is provided. In a preferred embodiment, the hub ismounted to the axle, and the rotary union is preferably positioned inaxial alignment with the axis of the axle. At process step 318, a systemprogramming device (such as 170, of FIG. 18) is provides. In a preferredembodiment, the system programming device is, when connected to the PMC,is utilized to up load operational software, and data used by the PMCduring active operation of the PMC.

At process step 320, both the CPU and the load detection device isinitiated. At process step 322, the load detection device determines thecondition of the suspension, and generates a value. And at process step324, the load detection device provides that value to the CPU. Again,the value provided is reflective of a load being supported by thesuspension. At process step 326, the CPU determines a pressure value foruse in the tire, based on the value detected and provided by the loaddetection device.

At process step 328, the PMC directs an inflation else a deflation ofthe tire to the desired pressure level for the tire, based on and inaccordance with, the determined pressure value, and the processconcludes at end process step 330.

FIGS. 23 and 24, show a flow diagram of a process 400, of using thepresent dynamic wheel management system (“DWMS”) (such as 142, of FIGS.17 and 18). Process 400 commences at start step 402, and continues withprocess step 404. At process step 404 a load detection device associatedwith a vehicle (also referred to herein as trailer, of DWMS 142).

The process preferably continues at process step 406, a minimum tirepressure value is established for a tire mounted to the trailer. Atprocess step 408, the minimum tire pressure is stored in a tire pressuretable (also referred to herein as a tire table) contained within a CPU(such as 202, of FIG. 21), confined within a housing (such as 196, ofFIG. 21), of a PMC (such as 156, of FIG. 21). At process step 410, amaximum tire pressure value for the tire is established, and stored inthe tire table contained within the CPU at process step 412.

At process step 414, a no load value is determined by the load detectiondevice, and associated with the minimum tire pressure value in the tiretable at process strep 416, and further stored within the tire table atprocess step 418. At process step 420, the tire pressure is adjusted tocomply with the minimum tire pressure when the no load value is providedto the CPU. Adjustment of the tire pressure may occur while the tire isrotating, or non-rotating.

At process step 422 a first load value, reflective of a first load beingloaded on the trailer and supported by the suspension of the trailer, isdetermined, wherein the first load is greater in weight than the no loadcondition. At process step 424, the first load value is associated withthe maximum tire pressure value, stored in the tire table of the CPU atprocess step 426, and at process step 428, the tire pressure is adjustedto comply with the maximum tire pressure when the first load value isprovided to the CPU. Adjustment of the tire pressure may occur while thetire is rotating, or non-rotating.

The process continues with process step 430, of FIG. 24. At process step430, a second load value is determined for a second load supported bythe trailer, in which the second load is greater than the first load. Atprocess step 432, the second load value is associated with the maximumtire pressure value, stored in the tire table at process step 434, andat process step 436, the tire pressure is adjusted to comply with themaximum tire pressure when the second load value is provided to the CPU.Adjustment of the tire pressure may occur while the tire is rotating, ornon-rotating.

At process step 438, a third tire pressure is calculated by the CPU,based on that portion of second load value represented by the first loadvalue. At process step 440, the first load value is associated with thedetermined third tire pressure value, stored in the tire table atprocess step 444, and at process step 442, and at process step 442 thetire pressure is adjusted to comply with the determined third tirepressure value, when the load detected by the load detection deviceprovides the first load value to the CPU. Adjustment of the tirepressure may occur while the tire is rotating, or non-rotating. And atprocess step 446, the first load value associated with the maximum tirepressure is removed from the tire table.

At process step 448, a third load value of a third load is determined,wherein the weight of third load is less than the first load. At processstep 450, a fourth tire pressure value, based on that portion of thefirst load value represented by the fourth load value, is determined bythe CPU. At process step 452, the third load value is associated withthe determined fourth pressure value, stored in the tire table atprocess step 454, and at process step 456, the tire pressure is adjustedto comply with the determined fourth tire pressure value, when the loaddetected by the load detection device provides the third load value tothe CPU. Adjustment of the tire pressure may occur while the tire isrotating, or non-rotating. And the process concludes at process step458.

FIG. 25 shows a rear view in elevation of a semi-trailer 460, whichpreferably includes at least an axle 462, supporting a vehicle frame148, a suspension 152 (of FIG. 18), or a leaf spring suspension 154 (ofFIGS. 19 and 20), disposed between and secured to each the vehicle frame148, and the axle 462. FIG. 25, further shows a load detection device158 (of FIGS. 19 and 20), interacting with the suspension (152, 154),and communicating with a system controller 464 (of FIG. 26), the systemcontroller 464 is preferable supported by the vehicle frame 148.

Still further, FIG. 25 shows a vehicle operational lighting system 466,supported by the frame 148, and communicating with the system controller464. The vehicle operational lighting system 464, is activated by thesystem controller 464, in response to load detection data received bythe system controller 464, from the load detection device 158. In apreferred embodiment, the vehicle operational lighting system 466,includes at least a brake light 468, supported by the vehicle frame 148,a turn signal 470, supported by the vehicle frame 148, and a backuplight 472, supported by the vehicle frame 148. Additionally, FIG. 25shows a running light 474, supported by the vehicle frame 148, whereinthe operational condition of each the brake light 468, turn signal 470,backup light 472, and running light 474 is verified, to be functioningproperly by the system controller 464.

In a preferred embodiment, the running light 474, is flashed by thesystem controller 464, when a load supported by the vehicle frame 148,is detected, by the load detection device 158, to impart an imbalancecondition on the suspension (152, 154). In an alternate preferredembodiment, the backup light 472, is flashed by the system controller464, when a load supported by the vehicle frame 148, is detected, by theload detection device 158, to impart an imbalance condition on thesuspension (152, 154). In an alternative preferred embodiment, the turnsignal 470, is flashed by the system controller 464, when a loadsupported by the vehicle frame 148, is detected, by the load detectiondevice 158, to impart an imbalance condition on the suspension (152,154). In an alternate, alternative embodiment, the brake light 468, isflashed by the system controller 464, when a load supported by thevehicle frame 148, is detected, by the load detection device 158, toimpart an imbalance condition on the suspension (152, 154).

It will be recognized by those skilled in the art, that any combinationof the brake light 468, turn signal 470, backup light 472, and runninglight 474 may be used in unison, or in any combination, to inform thecondition the load imparts on the suspension (152, 154), i.e., weatherthe load is improperly fore or aft, port or starboard, relative to thesuspension (152, 154).

FIG. 26 shows an embodiment of a side view, in elevation, of a flatbedsemi-trailer 476, having the vehicle frame 148, supporting a load 478,and the vehicle frame 148, supported by a tire, wheel, axle, andsuspension assembly 480 (also referred to as suspension assembly 480).In this embodiment, the load 478, an imbalance load condition may beresolved by shifting the load 478, relative to the suspension assembly480, (such as shifting the load 478 in the direction of the suspensionassembly 480, as shown by FIG. 26). Or, by repositioning the suspensionassembly 480, relative to the load 478, (such as repositioning thesuspension assembly 480, in the direction of the load 478, as shown byFIG. 26).

FIG. 27 shows a perspective view of an axle 482, with accompanying brakeassembly 484, and bearing 486, of the suspension assembly 480, of theflatbed trailer semi-trailer 476, of FIG. 26. In a preferred embodimenta sensor 488, attached to a communication line 490, and positionedadjacent the brake assembly 484, detects a condition of the breakassembly 484, and relays that detected condition to the systemcontroller 464 (of FIG. 26). The preferred embodiment further shows asensor 492, positioned adjacent the bearing 486, and attached to acommunication line 494, detects a condition of the bearing 486, andrelays that detected condition to the system controller 464 (of FIG.26). Preferably, the condition being detected by each sensor (488, 492)is heat. However, other conditions could include vibration, and of theware of the components. For example, the sensor 488, can be incorporatedin the brake shoe, to detect an amount of ware sustained by the brakepad.

FIG. 28 illustrates a block diagram of the system controller 446, of theflatbed semi-trailer 476, of FIG. 26. In a preferred embodiment, thesystem controller 464, includes at least, but is not limited to, asystem controller housing 496, (of FIG. 26) supported by the vehicleframe 148 (of FIG. 26), and housing a central processing unit (“CPU”)498. FIG. 28, further shows: a modem 500, confined within the controllerhousing 496, and communicating with the CPU 498; controller area networksupport electronics (“CAN”) 502, confined within the controller housing496, and communicating with the CPU 498; a wireless communicationcircuit 504, confined within the controller housing 496, andcommunicating with the CPU 498; a communication interface connector 506,supported by the controller housing 496, and communicating with the CPU498; and a global positioning system 508, confined within the controllerhousing and communicating with the second CPU.

In a preferred embodiment, the system controller 464, is an embedded ARMcomputer with built-in connectivity to the Cloud and the Pneumatics &Sensors on the Truck and/or Trailer. The System controller 464 performsseveral critical functions such as device connectivity (Cloud, MobileDevices & vehicle), protocol translation (Analog Sensors, DigitalSensors, Wireless protocols, RFID & etc.), data filtering andprocessing, security, system updating, data management and more. TheSystem controller 464 also operates as a platform for application codethat processes data and becomes an intelligent wheel management system.This includes operation of the Pneumatics system for Tire PressureManagement as well as data collection and event notifications. TheSystem controller 464 application software performs the followingfunctions: controls all trailer tire pressures as one; controls trailertire pressures by pair (by tire if SS); controls trailer tire pressuresindividually; controls truck drive tire pressures by pair (by tire ifSS); controls truck steer tire pressures; measures axle weight; measurestrailer weight; measures truck weight; relative weight measurementaccuracy; measures bearing temperature; measures brake temperature;measures other OOS violation causes; transmits meta data; transmits bulkdata; cloud derived alerts for current conditions of monitored systems;cloud derived alerts for prediction conditions of monitored systems;other cloud services; smart phone GUI w/interface by Bluetooth; smartphone GUI w/interface by cloud; web connection by cloud; web API, andcloud stored load tables.

Besides these types of applications, the system controller 464, will hasthe ability to add new software features and applications, and to addnew & approved functionality. In a preferred embodiment, the systemcontroller 464, is configured with a network connection to the systemvia 3G/4G or wired. Additionally, there is a Mobile Application thatoperates on an Android based Smartphone or Apple iPhone. Preferably, thesystem controller 464, Mobile Application also supports Android Tabletsor Apple iPads. The Mobile Application allows the configuration,programing, diagnostics and user setup of the system controller 464.

The system controller 464, configuration includes at least, but is notlimited to the following: 3G/4G Modem Setup (Dial up connection numberand Test) and (Schedules and Event Connectivity); CAN Address (Connectto CAN based Sensors such as the Parker Sensor for Weight), (Configureand Calibrate any sensors coming from the CAN network), and (Programconnectivity and security parameters); Wireless Radios, including, butnot limited to: WiFi (802.11ae)—(Off/On . . . Connected Vehicle WiFiNetwork . . . Name and connect to the appropriate software service . . .Test configuration); BLE (Bluetooth)—(Off/On . . . Connected VehicleWiFi Network . . . Name and connect to the appropriate software service. . . Test configuration); 802.15.4 Zigbee—(Off/On . . . Connected toZigbee enable sensors . . . Polling Schedules (Connectivity based ontype of Sensor) . . . Name and connect to the appropriate softwareservice . . . Test configuration; 433 Mhz RFID—(Off/On . . . Connectedto 433 Mhz RFID Sensors . . . Name and connect to the appropriatesoftware service . . . Test configuration); Wired Connections—AnalogSensors (Enter default valves and ranges for the Analog Sensor . . .Enter the type of sensor and wired location . . . Name and connect tothe appropriate software service . . . Test configuration); USB andSerial Connections—(Enter Port #, Bit format, Parity and Speed . . .Type of Sensor and default data ranges . . . Name and connected to theserial device . . . Connect to the appropriate software service . . .Test the configuration); and GPS—Test GPS and Data & Time.

In a further embodiment of the present invention, a vehicle pairingsystem and methodology is provided. The pairing system is initiated whena power connector of a semi-tractor, such as a semi-tractor powerconnector 510, of FIG. 29, is united with a power connector of asemi-trailer, such as semi-trailer power connector 512, of FIG. 29.

FIG. 30, shows both power and data lines, 514 and 516 respectively, ofsemi-tractor 518, for use in initializing paring of the semi-tractor 518to a semi-trailer 520, of FIG. 31. Upon connection of power connector510 with power connector 512, a first system controller, such as 522, ofthe semi-tractor 518, both of FIG. 30, provides pairing processinitiation data to a second system controller, such as 524, of asemi-trailer 520, both of FIG. 31. Included in the pairing processinitiation data is a randomly selected, unique, identification codeassigned to the semi-trailer 520, this unique code is then utilized, andassociated with the semi-trailer 520, as a basis for all furthercommunications between the semi-tractor/trailer combination 526, of FIG.32. In a preferred embodiment, the pairing process initiation data istransmitted via hard wire, i.e., the pairing process initiation data istransmitted by way of: the auxiliary circuit 7, of FIG. 29; or theground connection 6, of FIG. 29; or the 12 v power connection 3, of FIG.29, or a combination thereof. Most preferably, the auxiliary circuit 7,of FIG. 29, is used for ongoing, hard wire, data transfer between thesystem controllers 522 and 524, of the semi-tractor/trailer combination526, of FIG. 32. Further shown by FIG. 31, is a wireless control unit528. Data from the semi-tractor 518 is transmitted, for example, overthe 12 v circuit 3, of FIG. 29, to the wireless control unit 528 and thesecond control system 524. The data will preferably include necessarysensor and wireless security protocols, or private key, to connectwirelessly, the semi-tractor 518, with the semi-trailer 520. At thatpoint, the semi-tractor/trailer combination 526, have a closed wired andwireless network forming the pairing system 527. Preferably, thewireless control unit 528, in addition to providing a wireless networkfor of the semi-tractor/trailer combination 526, the wireless controlunit 528, further provides communication capabilities to devicesexternal to the semi-tractor/trailer combination 526.

In a preferred embodiment, during the pairing process, the Truckprovides a secure private security key (also referred to herein as aprivate key) that can be shared by all the wireless devices connected onthe semi-tractor/trailer combination 526. This allows all the wirelesstechnologies to pair up as a system without having to broadcast theiridentities & pairing options over the open network, which eliminates theissues of trucks or trailers pairing with the wrong vehicles. Anotherbenefit is when the truck or trailer are turned off the secure privatekey would no longer be valid. A new key is generated upon the startup ofthe semi-truck 518, or the reconfiguration of the semi-tractor/trailercombination 526, which assures a new and different security key everytime the semi-truck 518 is started.

The flow diagram 600 of FIG. 34 provides an overview of the operation ofthe pairing system 527 of FIG. 32.

As shown by FIG. 33, a second semi-trailer 530, may be hooked to thefirst semi-trailer 520, of the semi-tractor/trailer combination 526. Thesecond semi-trailer 530 is preferably equipped with a third systemcontroller 532, and a second wireless control unit 534. The third systemcontroller 532, is preferably interchangeable with the second systemcontroller 524, and the second wireless control unit 534 is preferablyinterchangeable with the wireless control unit 528, of the semi-trailer520.

FIG. 34 shows an integration of the tire pressure management system 110,of FIG. 10, with the pairing system 527, of FIG. 32. Preferably, thetire pressure monitoring sensors 130, of the tire pressure management110, both of FIG. 10, provide tire pressure information from each tireof the semi-trailer 520 to the pressure management controller 156, ofFIG. 21. The pressure management controller 156, in turn, conveys thatinformation to the second system controller 524. The second systemcontroller 524, passes that information to the wireless control unit528, which transmits the tire pressure information to a truck wirelesscontrol unit 536. The truck wireless control unit 536, interacts witheach the first system controller 522, and the wireless control system528.

FIG. 35 shows a further integration of an obstacle detection system 538,which provides a blind spot detection system 540, and a backup obstacledetection circuit 542. The blind spot detection system 540, generates awarning to an operator of the semi-tractor/trailer combination 526, whenan obstacle, such as an auto 544, is within an operating zone 546, ofthe blind spot detection system 540. The blind spot detection systeminteracts with the second system controller 524, of FIG. 32, byproviding obstacle present data to the second system controller 524. Thesecond system controller 524, passes the obstacle present data to thewireless control system 528, which in turn passes the obstacle presentdata to the truck wireless control unit 536. The truck wireless controlunit 536, passes the obstacle present data to the first systemcontroller 522, which provides on visual, or audible prompt to theoperator, alerting the operator of the presence of an object within theoperating zone 546, of the blind spot detection system 540.

The backup obstacle detection circuit 542, provides a warning to theoperator of the semi-tractor/trailer combination 526, when an obstacle,such as a loading dock, is within an operating zone 548, of the backupobstacle detection circuit 542. The backup obstacle detection circuit542 interacts with the second system controller 524, of FIG. 32, byproviding obstacle present data to the second system controller 524. Thesecond system controller 524, passes the obstacle present data to thewireless control system 528, which in turn passes the obstacle presentdata to the truck wireless control unit 536. The truck wireless controlunit 536, passes the obstacle present data to the first systemcontroller 522, which provides a visual, or audible, prompt to theoperator, alerting the operator of the presence of an object within theoperating zone 548, of the backup obstacle detection circuit 542.

FIG. 36 shows a rear view in elevation of the semi-tractor/trailercombination 526, showing backup sensors 550, of the obstacle detectionsystem 538. In a preferred embodiment, the backup sensors and blind spotsensors are preferably ultrasonic sensors. As those skilled in the artunderstand, other sensory technologies, such as radar, sonar, infer red,as well as other know detection technologies may be used.

As will be apparent to those skilled in the art, a number ofmodifications could be made to the preferred embodiments which would notdepart from the spirit or the scope of the present invention. While thepresently preferred embodiments have been described for purposes of thisdisclosure, numerous changes and modifications will be apparent to thoseskilled in the art. Insofar as these changes and modifications arewithin the purview of the appended claims, they are to be considered aspart of the present invention.

What is claimed is:
 1. A combination comprising: a powered tow unit; afirst system controller supported by and in electrical interaction withthe powered towing unit, said first system controller providing at leastfirst control electronics confined by a first housing; a first pairingcircuit confined by said first housing and in electronic communicationwith said first control electronics; a cargo transport unit mechanicallycoupled to the powered tow unit; a second system controller supported bysaid cargo transport unit, said second system controller providing atleast a second control electronics confined by a second housing; and asecond pairing circuit confined by said second housing and in electroniccommunication with the second control electronics, in which the secondpairing circuit is in electronic communication with the first pairingcircuit.
 2. The combination of claim 1, further comprising: a powercircuit provided by said powered tow unit and communicating with saidfirst system controller; a data circuit provided by said powered towunit and communicating with said first system controller; a groundcircuit provided by said powered tow unit and communicating with saidfirst system controller; an auxiliary circuit provided by said poweredtow unit and communicating with said first system controller; a powercircuit provided by said cargo transport unit communicating with eachsaid second system controller and said power circuit provided by saidpowered tow unit; a data circuit provided by said cargo transport unitand communicating with each said second system controller and said datacircuit provided by said powered tow unit; a ground circuit provided bysaid cargo transport unit and communicating with each said second systemcontroller and said ground circuit provided by said powered tow unit;and an auxiliary circuit provided by said cargo transport unit andcommunicating with each said second system controller and said auxiliarycircuit provided by said powered tow unit.
 3. The combination of claim2, further comprising: a first wireless communication module supportedby said first housing and interacting with said first controlelectronics; and a second wireless communication module supported bysaid second housing and interacting with said second controlelectronics.
 4. The combination of claim 3, in which upon a coupling ofsaid powered tow unit with said cargo transport unit, said combinationof claim 3 further comprising: a first pairing signal generated by saidfirst control electronics and provided to said first pairing circuit,said first pairing circuit transmits said first pairing signal to saidsecond pairing circuit by way of said power circuit provided by saidpowered tow unit communicating with said power circuit of said cargotransport unit, said second pairing circuit passing said first pairingsignal to said second control electronics; and a second pairing signalgenerated by said second control electronics and provided to said secondpairing circuit, said second pairing circuit transmits said secondpairing signal to said first pairing circuit by way of said powercircuit provided by said cargo transport unit communicating with saidpower circuit of said powered tow unit, said first pairing circuitpassing said second pairing signal to said first control electronics,wherein the first pairing signal includes at least a unique, randomlygenerated identification code, said second pairing signal includes atleast an affirmation code, said affirmation code acknowledges receiptand acceptance of said unique, randomly generated identification code bysaid second control electronics, and further wherein upon transmissionof said second pairing signal by said second pairing circuit, saidsecond control electronics initializes said second wirelesscommunication module and upon receipt of said second pairing signal bysaid first pairing circuit, said first control circuit initializes saidfirst wireless module, said first wireless module establishescommunication with said second wireless module, and in which said powertow unit is a tractor of a tractor trailer combination and said cargotransport unit is a trailer of said tractor trailer combination, elsesaid power tow unit is a locomotive of a locomotive and rail carcombination and said cargo transport unit is a rail car of saidlocomotive rail car combination, else said power tow unit is a towboatof a towboat barge combination and said cargo transport unit is a bargeof said towboat barge combination.
 5. The combination of claim 4,wherein upon initialization of said first and said second wirelessmodules, further data communication between said powered tow unit andsaid cargo transport unit is conducted wirelessly until such time assaid powered tow unit is decoupled from said cargo transport unit. 6.The combination of claim 5, wherein upon a decoupling of said poweredtow unit from said cargo transport unit each discard said unique,randomly generated identification code.
 7. The combination of claim 3,in which upon a coupling of said powered tow unit with said cargotransport unit, said combination of claim 3 further comprising: a firstpairing signal generated by said first control electronics and providedto said first pairing circuit, said first pairing circuit transmits saidfirst pairing signal to said second pairing circuit by way of saidground circuit provided by said powered tow unit communicating with saidground circuit of said cargo transport unit, said second pairing circuitpassing said first pairing signal to said second control electronics;and a second pairing signal generated by said second control electronicsand provided to said second pairing circuit, said second pairing circuittransmits said second pairing signal to said first pairing circuit byway of said ground circuit provided by said cargo transport unitcommunicating with said ground circuit of said powered tow unit, saidfirst pairing circuit passing said second pairing signal to said firstcontrol electronics, wherein the first pairing signal includes at leasta unique, randomly generated identification code, said second pairingsignal includes at least an affirmation code, said affirmation codeacknowledges receipt and acceptance of said unique, randomly generatedidentification code by said second control electronics, and furtherwherein upon transmission of said second pairing signal by said secondpairing circuit, said second control electronics initializes said secondwireless communication module and upon receipt of said second pairingsignal by said first pairing circuit, said first control circuitinitializes said first wireless module, said first wireless moduleestablishes communication with said second wireless module, and in whichsaid power tow unit is a tractor of a tractor trailer combination andsaid cargo transport unit is a trailer of said tractor trailercombination, else said power tow unit is a locomotive of a locomotiveand rail car combination and said cargo transport unit is a rail car ofsaid locomotive rail car combination, else said power tow unit is atowboat of a towboat barge combination and said cargo transport unit isa barge of said towboat barge combination.
 8. The combination of claim7, wherein upon initialization of said first and said second wirelessmodules, further data communication between said powered tow unit andsaid cargo transport unit is conducted wirelessly until such time assaid powered tow unit is decoupled from said cargo transport unit. 9.The combination of claim 8, wherein upon a decoupling of said poweredtow unit from said cargo transport unit each discard said unique,randomly generated identification code.
 10. The combination of claim 3,in which upon a coupling of said powered tow unit with said cargotransport unit, said combination of claim 3 further comprising: a firstpairing signal generated by said first control electronics and providedto said first pairing circuit, said first pairing circuit transmits saidfirst pairing signal to said second pairing circuit by way of saidauxiliary circuit provided by said powered tow unit communicating withsaid auxiliary circuit of said cargo transport unit, said second pairingcircuit passing said first pairing signal to said second controlelectronics; and a second pairing signal generated by said secondcontrol electronics and provided to said second pairing circuit, saidsecond pairing circuit transmits said second pairing signal to saidfirst pairing circuit by way of said auxiliary circuit provided by saidcargo transport unit communicating with said auxiliary circuit of saidpowered tow unit, said first pairing circuit passing said second pairingsignal to said first control electronics, wherein the first pairingsignal includes at least a unique, randomly generated identificationcode, said second pairing signal includes at least an affirmation code,said affirmation code acknowledges receipt and acceptance of saidunique, randomly generated identification code by said second controlelectronics, and further wherein upon transmission of said secondpairing signal by said second pairing circuit, said second controlelectronics initializes said second wireless communication module andupon receipt of said second pairing signal by said first pairingcircuit, said first control circuit initializes said first wirelessmodule, said first wireless module establishes communication with saidsecond wireless module, and in which said power tow unit is a tractor ofa tractor trailer combination and said cargo transport unit is a trailerof said tractor trailer combination, else said power tow unit is alocomotive of a locomotive and rail car combination and said cargotransport unit is a rail car of said locomotive rail car combination,else said power tow unit is a towboat of a towboat barge combination andsaid cargo transport unit is a barge of said towboat barge combination.11. The combination of claim 10, wherein upon initialization of saidfirst and said second wireless modules, further data communicationbetween said powered tow unit and said cargo transport unit is conductedwirelessly until such time as said powered tow unit is decoupled fromsaid cargo transport unit.
 12. The combination of claim 11, wherein upona decoupling of said powered tow unit from said cargo transport uniteach discard said unique, randomly generated identification code.
 13. Avehicle operational diagnostics and condition response systemcomprising: an axle supporting a vehicle frame of a commercial vehicle;a suspension disposed between and secured to each the vehicle frame andthe axle; a load detection device interacting with the suspension andcommunicating with a system controller, the system controller supportedby the vehicle frame; and a vehicle pairing circuit, the vehicle pairingcircuit interacting with the system controller.
 14. The vehicleoperational diagnostics and condition response system of claim 13, inwhich the axle is a first axle, the vehicle frame is a first vehicleframe, the commercial vehicle is a first commercial vehicle, the systemcontroller is a first system controller, the vehicle pairing circuit isa first vehicle pairing circuit, the suspension is a first suspension,the load detection device is a first load detection device, and furthercomprising: a second axle supporting a second vehicle frame of a secondcommercial vehicle; a second suspension disposed between and secured toeach the second vehicle frame and the second axle; a second loaddetection device interacting with the second suspension andcommunicating with a second system controller, the second systemcontroller supported by the second vehicle frame; and a second vehiclepairing circuit, the second vehicle pairing circuit interacting with thesecond system controller, the second commercial vehicle associated withthe first commercial vehicle.
 15. The vehicle operational diagnosticsand condition response system of claim 14, in which the first commercialvehicle further comprising a power connector supported by the firstvehicle frame and interacting with the first system controller.
 16. Thevehicle operational diagnostics and condition response system of claim15, in which the power connector is a first power connector, and inwhich the second commercial vehicle further comprising a second powerconnector supported by the second vehicle frame and interacting with thesecond system controller.
 17. The vehicle operational diagnostics andcondition response system of claim 16, in which the first powerconnector provides a first auxiliary contact configured for interactionwith a second auxiliary contact provided by the second power connector,and in which the first system controller passes a pre-pairing signal tothe first auxiliary contact, the first auxiliary contact passes thepre-pairing signal to the second auxiliary contact, and the secondauxiliary contact passes the pre-pairing signal to the second systemcontroller, the second system controller responds to the first systemcontroller thereby indicating a pairing between the first commercialvehicle and the second commercial vehicle, and further in which.
 18. Avehicle operational diagnostics and condition response systemcomprising: an first axle supporting a vehicle frame of a firstcommercial vehicle; a first suspension disposed between and secured toeach the first vehicle frame and the first axle; a load detection deviceinteracting with the first suspension and communicating with a firstsystem controller, the first system controller supported by the firstvehicle frame; a second axle supporting a second vehicle frame of asecond commercial vehicle; a second suspension disposed between andsecured to each the second vehicle frame and the second axle; a secondload detection device interacting with the second suspension andcommunicating with a second system controller, the second systemcontroller supported by the second vehicle frame; and a second vehiclepairing circuit, the second vehicle pairing circuit interacting with thesecond system controller, the second commercial vehicle associated withthe first commercial vehicle; and an obstacle detection system providinga blind spot detection circuit, the blind spot detection circuitsupported by the second vehicle frame, said blind spot detection circuitalerts an operator of a combined first and second vehicle of a presenceof an obstacle in a blind spot of the combined first and second vehicle.19. The vehicle operational diagnostics and condition response system ofclaim 18, in which the second vehicle of the combined first and secondvehicle is a semi-trailer, and in which the first system controller isin electrical communication with the second system controller, and inwhich the operator is alerted to the presence of the obstacle in theblind spot by way of a visual prompt.
 20. The vehicle operationaldiagnostics and condition response system of claim 19, in which thesecond vehicle of the combined first and second vehicle is asemi-trailer, the first vehicle of the combined first and second vehicleis a semi-tractor, the second system controller communicating with thefirst system controller provides the first system controller with dataregarding the presence of the obstacle in the blind spot.
 21. Thevehicle operational diagnostics and condition response system of claim20, in which the first system controller alerts the operator to thepresence of the obstacle in the blind spot by way of a visual prompt.22. The vehicle operational diagnostics and condition response system ofclaim 20, in which the first system controller alerts the operator tothe presence of the obstacle in the blind spot by way of an audioprompt.